Shifting link-motion for locomotives



'(N O Mbdel.)

W. B. WARREN. SHIPTING LINK MOTION FOR LOCOMOTIVES.

No. 521,398. Patented June 12, 1894.

UNITED STATES PATENT QFFIOEQ WILLIAM B. WARREN, OF PEORIA, ILLINOIS.

SHIFTING LINK-MOTION FOR LOCOMOTIVES.

SPECIFICATION fOImiIIg part Of Letters Patent N0. 521,398, dated J 1111812, 1894- Application filed March 30,1894- Serial No. 505|67Z' N model).To 00% whom it may concern:

Be it known that I, WILLIAM B. WARREN, of Peoria, in the county ofPeoria and State of Illinois, have invented a certain new and usefulImprovement in Shifting Link-Motions for Locomotives, of which thefollowing is a full, clear, and exact description, reference be- 1ng hadto the accompanying drawings, forming part of this specification.

My invention relates to certain improvements in link motions for movingthe main valve of locomotives; and my invention conslsts in features ofnovelty hereinafter fully described and pointed out in the claims.

Figure I is a side view, illustrative of my invention; and Fig. II is aside view of the skeleton shifting link.

Referring to the drawings, 1 represents the main driving shaft, and 2the crank pin.

3 represents the forward motion eccentric on the shaft 1, and 4 thebackward motion eccentric, which is also on the shaft 1.

5 represents the rod of eccentric 3, which is connected to the eccentricby a strap 6, and 7 represents the rod of the eccentric 4, which isconnected to the eccentric by means of a strap 8.

9 represents the skeleton link, with which the rod 5 is connected at 10,and with which the rod 7 is connected at 11.

12 represents the link block, 13 the lower rocker arm, 14: the upperrocker arm, 15 the saddle pin, 16 the link lifting hanger, 17 thetumbling shaft, 18 the tumbling shaft lifting arm, 19 the tumbling shaftvertical arm, 20

the operating rod, which extends to within reach of the engineer, 21 themain valve, 22 the main valve seat, and 23 -the stem of the main valve.These parts, in themselves, are all old, and require no specificexplanation of their operation.

My invention resides in the manner in which the outer ends of theeccentric rods are connected to the skeleton link, with relation to thesaddle pin 15, whereby a more perfect working of the parts is attained.To accomplish this object, I first establish a center line A, (Fig. II,)from which lines B, B, O, O, and D, D, are laid off perpendicular and atright angles to the center line, and these lines are equidistant aparton the center line. I then mark ofi lines E, E, and F, F, parallel withthe center line, and equal distances from the center line. I next locatethe center of the saddle pin 15, (which is the center of suspen sion andaxis for link 16,) where the center line and the center are line G, G,intersect with the center line C, O. I then locate the coupling pin hole10 at the intersection of the lines E, E, and D, D, and locate thecoupling pin hole 11 at the intersection of the lines B, B, and F, F,and I thus have the coupling pin holes located at difierent distancesfrom the main shaft and each located on a difierent side of the centerare G, G, and they are located at equal distances, in a perpendicularmeasurement from the center of the saddle pin 15, and are likewiselocated at equal distances in a horizontal measurement from thecenter'of the saddle pin, thereby forming a straight line H, H, throughthe center of the saddle pin, the coupling pin hole 10, and the couplingpin hole 11, so that the point of connection between the eccentric rods5 and 7, with the link 9, each travel an equal distance to or from thecentral line of motion at movement of the link either along the centerline of motion or rotation on its center of saddle pin 15. I thusequalize and proportion to better advantage, the angularity of theeccentric rods, thereby producing more correct and equal cut off andexhaust of the openings in the main valve at all points of the stroke ofthe engine, and this is done without sacrificing the lead or admissionopenings of the main valve. By this arrangement also, I am better ableto locate the center of the saddle pin on the center are G, G, of thelink 9, thus reducing the slip of the link on its block, and reducingthe strain and wear of all parts of the link motion and doing away withthe customary way of equalizing the main valve cut 0E, and exhaustopenings, which was done by locating the center of saddle pin 15 back ofthe center of arc G, G, and link 9, which caused slipping of the link onthe block 12, resulting in wear and strain on the link motion. Theseadvantages are attainedwithout complication, or without the use of moreparts than usually employed in link motions, and the improvement can beapplied to all shifting link motions in use, and at a small cost.

It is evident that I can change the location of the holes 10 and 11, ina horizontal direction, the required amount, to correct and proportionany point of cut off and exhaust openings of the inain valve, and stillretain the center line of the saddle pin on the intersection of thelines, as explained.

I claim as my invention- 1. In a link motion for locomotives, the link 9having the points of connection between the link and the eccentric rodson opposite sides of the link and at equal distances from the saddlepin, and having these points of connection so disposed with relation tothe saddle pin that a straight line drawn from one connection to theother will pass through the

